Electric-railway system.



K. E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION HLED AUG-29, I914.

Patented May 14, 1918.

7SHEE'IS-SHEEY 1.

Y. m f M fi aw M n m Q U. m 2E :22: J W w u j M K. Q W HM w w A m x x\ flaw/Z mm Q 2 NR W. N g E: 52:. O M

WITNESSES K. E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED Aue.29, 19x4.

Patented May 14, 1918.

7 SHEETSSHEET 2.

ITNESSES BY v MZf v AILI'TORNEY I K. E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED AuG.29. 1914.

1 365,829. Patented May14,1918.

7 SHEElS-SHEET 3.

WITNESSES K. E. STUART;

ELECTRIC RAILWAY SYSTEM.

APPLICATION TILED AUG.29. 1914.

TSHEEIS-SHEET 4.

Patented May14,-1918.

L'T INVENTOR BY ATTORNEY K. E. STUART.

ELECTRIC RAILWAY SYSTEM.

APPLICATION FILED AUG-29, 1914.

lg ATTORNEYi K. E. STUART.

ELECTRIC RAI'LWAY SYSTEM. APPLICATION HLED AUG.29. 1914.

Patented May14, 1918.

1 SHEElS-SHEET 6.

W TNESSES ATTORNEY K. E. STUART.

ELECTRIC RAILWAY SYSTEM. APPLICATION H-LED AUG-29. 19:4.

Patented May 14, 1918.

7SHEETS'SHEET 7.

KENNETH E. STUART, OF PHILADELPHIA, PENNSYLVANIA.

ELECTRIC-RAILWAY SYSTEM.

Specification of Letters Patent.

Patented May 14, 1918.

Application filed August 29, 1914. Serial No. 859,153.

To all whom it may concern:

Be it known that I, KENNETH E. STUART, a citizen of the United States, residing in the city of Philadelphia, Pennsylvania, have invented new and useful Improvements in Electric-Railway Systems, of which the following is a specification.

My invention relates to automatically controlled electric railway systems suitable for the carriage of mail, parcels, and for any other purposes, particularly where the motor cars are automatically controlled.

More particularly my invention relates to a system of the character described in my prior patents numbered 1,150,902, 1,2%0,89T and 1,240,898, but characterized by the fact that the current for the operation of the cars or trains is derived from a plurality of generators or sources supplying current at different voltages. And a further feature of my invention resides in an auxiliary brake, such as a friction brake, which comes into operation only after the car or train has been brought to rest by motor braking.

Another feature of my invention resides in means for automatic application of a brake when the current supply is interrupted.

Another feature of my invention resides in an automatic block system for prevention of collision between cars or trains.

F or an illustration of some of the forms my invention may take reference is to be had to the accompanying drawings, in which:

Figure l is an end elevation of an auxiliary brake as referred to above.

, Fig. is a cross-section through the same along the line 2-2 of Fig. 1.

Fig. 3 is a side elevation of a modified design for the auxiliary brake.

Fig. 4: is an end elevation of a third design for the auxiliary brake.

llig. 5 a plan view of the same shown partially sectioned along the line 55 of l? ig. st.

Figs. 6 and 7 are diagrams showing two arrangements of the connections between the motor on a car, the auxiliary brakeand the contact conductors extending along the trackway.

Fig. 8 is a. diagram of the track at a terminal station together with the generators and the connections between the same and the track contact conductors and control apparatus.

Fig. 9 is a similar diagram for one block section complete.

Fig. 10 is a similar diagram for the station located at the opposite terminus of the line.

Figs. 11 and 12 are diagrams for the two alternative positions of the controllers for the braking section before a station.

Figs. 13, 1e, 15, 16 and 17 are diagrams illustrating various methods of connecting the several generators supplying the different voltages used in operating the system as mentioned above.

Referring now to Figs. 1 and 2, B represents brake mechanism of which Vt is a disk wheel keyed to the end of the shaft S of the electric motor M. This wheel is preferably of phosphor bronze or other non-mag netic metal. Upon the inner side of the Wheel near the rim is provided a machined surface S,, preferably coned as shown in the figure, and adapted to absorb energy through friction. A is a magnet armature of disk form, having machined upon it a surface adapted to fit the coned rubbing surface of the wheel, and provided with the jaws J engaging the bolts B which serve to keep the armature from turning.

The armature A is mounted upon a nonmagnetic sleeve S sliding freely in the bar rel B, which forms part of the iron frame casting and is turned inside and outside concentrically with the shaft S. The barrel B is wound with an energizing coil C. B, an outer barrel likewise forming part of the frame casting, which serves to protect the coil and complete the iron magnetic circuit outside the coil.

Under normal circumstances the armature is pressed against the wheel TV by a powerful spring S exercising a braking effect upon it. In this position air gaps are opened at G, and G, as shown in the figure. When the coil is supplied with current at the proper voltage, however, the armature is drawn away from the wheel, leaving it free to turn.

N, N' are nuts upon the bolts B by means.

of engagement with the wheel when desired. In Fig. 1 one of the nuts is removed to show the jaw more clearly. A ball bearing B7) and a ball thrust B15 may be provided.

in 3 a band brake B. is shown, adapt ed to operate upon the fly wheel "W and normally applied by the weight W or in the alternative released by the energizing of the magnet M In Figs. 41 and the fly wheel or friction wheel W is permanently clamped by the ring" 0 so as to offer frictional resistance to its turning. On the motor shaft is keyed one member of the clutch C the other member of which is keyed to the fly wheel il he clutch is normally held in the engaging position by the spring 5, ln the alternative it is released by the action of the magnet M The two modified forms of brake are given to show that my invention is in no wise limited to the particular form described.

Referring now to Fig. 6. T represents a. contact conductor adapted to supply current through the collector shoe S to the armature A. of the motor upon the car and T a second contact conductor adapted to supply current through the collector shoe S to the field winding 1* of the motor upon the car. the two track rails T... T serring as the return conductor to which the current is led through the car wheel W F represents a few compound series turns. which are desirable in a system of this kind required. to run together on one car or on train any slight temjlency of one to run faster than the other ant take more than its share of the load may be counteracted. by the strengthening of its field due to these compound turns.

B is the auxiliary brake above described. It will be noted that in Fig. (3 the bralce coil is connected in shunt with the field. so that the inter uption of the armature current will not affect it. but interruption of the field current 'ill cause it to be applied.

In Fig. on the other hand. the coil of the auxiliary brake is .onnccted in shunt with the armature so that failure of the supply to the armature will cause the brake to be applied. This an alternative to the arrangement shown in Fig. (5. but for reasons to be given later I prefer he arrangement first shown. in which the brake released by current derived from the source supplying the motor field.

Referring to 8. 9 and 10. T T and T represent respectively. the armature con tact conductor. the field contact conductor and the track rails (return com'luctor) as before. 2'- (ie is indi- The direction of the t1 cated by the arrows. The return tracks. indicated by the dotted line. no .d not he considered.

messes:

The main feeder conductors 3. 4 and extend throughout. the length of the line. The conductor is supplied with a voltage suitable for the operation of the trains at full speed, which will be hereinafter re ferred to as the full voltage. The conductor 5 is supplied with a voltage suitable for starting, which will be hereinafter referred to as the low voltage. The conductor i is supplied with an intermediate voltage.

G G form a generator set driven by a motor M to be more fully described later, which supplies the three voltages just mentioned to the mains 3. e and and have their negative terminals connected together and to either or both of the two track rails T T The generator G comprises the shunt field winding G the series field winding and the armature r generator (it. comprises the field winding; G e:; cited at full voltage. the series field winding; G and armature G the generator G comprises field winding G excited at full voltage. series field Winding G and armature G and th motor :vfcom irises shunt field winding M series field winding' M and a mature M 1. l L, 1 etc, are insulators (liUlCllilg' he track and conductor rails into sections, he function of which will now be described.

The trains to be despatched are started. from the section TT by means of a controller in the station (not shown). It should be borne in mind that. except when otherwise stated, the motor fields are constantly excited to full strength from the special contact. conductor provided for that purpose. Passing over the section insulators l 8) the cars or trains enter a section upon which the armature is supplied through the contactor K, to be hereafter described. with low voltage. llpon this section they are accelerated to the speed corresponding to the low voltage. at which speed they can safely take the intermediate voltage. Passingover the insulators T T they receive the intermediate voltage. and are accelerated to the speed at which they can take full voltage. by which time they reach the insulntors L. 13 i assing' these insulators they receive full. voltage and accelerated to full speed.

The short sections. as T -P receive current from the adjacen sections through rheostats R. which can be adjusted so as to regulate the momentary rush of currentwhieh ould otherwise occur as the trains passed on to a higher voltage.

Arriving at the second station (Fig. the trains pass the insulators 1... Th, and enter a section permanently supplied with intermediate voltage. is the motor fields are uniformly excited to full strength. the motors now become generators. and deliver current to the intermedia" main. which causes them to exert a powerful braking effect, until the speed of the train has been reduced to that corresponding to the voltage of this main. At this moment the trains pass the insulators L 1 enter a section permanently supplied from the low voltage main and are similarly braked down to the speed corresponding to the low voltage. Passing the insulators I T the trains now enter a section upon which the armature contact conductor is normally connect.- ed to the track so that the armature is short-circuited while the field continues at full strength. This causes the motor to continue to exert a powerful bral-ting effect so long as the train-is in motion. Unless admitted to the station by the shifting of the controller C the train will now come to rest at C (Fig. 10) where the presence of a car is indicated by a diagram of the motor connections upon it.

It should be noted that the braking upon the sections l l and l -I is regenerative, i. 6., the energy given up by the trains as their speed decreases is usefully applied to the driving of any other trains that may be accelerating upon the intermediate or low voltage mains, or even to the driving of the generators supplying these mains.

In the foregoing, the accelerating and braking of the trains has been described as taking place in three stages, but it is to be understood that a greater or less number of stages could be employed, depending upon the overload capacity of the motors upon the cars.

In Fig. 10 the controller C is shown in the braking position, in hich, it will be seen, the section l l of the armature contact conductor T is connected to the track T through the fingers 8 and 9. This is shown again in l i g. 11 to facilitate comparison with the alternative or starting position shown in Fig. 12 in which the armature section will be seen to be connected through the finger 8 to the finger 7. In Fig. 10 it will be seen that the finger T is connected to the low voltage main. Hence to admit the train to the station the controller has only to be shifted. to the po ion shown in Fig. 12. The function of the fingers 6 and 10 will be explained later.

For the purpose of the automatic bloch system. the line is divided into blocl: sec tions and each block section is sub-divided so as to permit step-by-step braking when it is necessary to bring a train to rest in the block section and step-by-step acceleration in re-starting it the braking and acceleration being accomplished as already described. Fig. 9 illustrates one complete block section eXtending between the insulators L and I and being sub-divided at l l and l The section L.l which corresponds to the section 1 1 already described, serves to brake the train down to the speed of the intermediate mains. Similarly, the section 1 l corresponds to the section l -J already described, and serves to brake the train down to the speed of the low voltage niain. Upon the section 1 -1 corresponding to the section 1 1 the trains may be braked down from the low voltage speed to rest and re-started and accelerated to the low voltage speed. The section l l., may be compared with the section L L, already described, upon which the trains are accelerated to intermediate speed, at which they may take full voltage upon entering the next block section.

The sub-divisions of the block section are under control of the contactors K and K which are shown diagraminatically. S and S are solenoids which when energized must be understood to draw the rod carrying the contact dis-rs each toward itself, establish ing contact between the contacts P P etc. in a manner that will be obvious.

The sections l -l and l l are connected to the contacts P and ii. The corresponding contacts P and Ti, are respectively connected to the full voltage and in termediate voltage mains. The section 1 -1 is connected to the contacts P and P the corresponding contacts P and P being connected respectively to the full voltage and low voltage mains. The section l l is connected to the contacts P and P the corresponding contacts P and P being connected respectively to the section I I and to the track or negative conductor.

As shown in Fig. 9 the whole block section is closed, that is to say, in the position to bring the train to rest. it will be seen that in this position. which results from energizing the S solenoids of both cont actors, the first and second sub-sections are connected respectively to the intermediate and low voltage mains, the third is short-circuited and the fourth is connected to the inter mediate voltage. A train arriving upon this block section will now be brought to rest. at C In case it should for any reason be found impracticable in laying out the profile of the line to provide a level stopping place at C the auxiliary brake B, already described, may now be brought into action. lit will. be seen that at this point a separate section of the held conductor rail is provided by means of the insulators L, L and that this section is supplied through the contacts P P in the closed or braking position the connection between these contacts is interrupted, in Fig. 9, leii ig the field sec-tion l l dead. This causes the coil C of the auxiliary brake to be deenergized allowing the spring S (Fig. 2) to apply the brake.

It. will be apparent from the foregoing description that in any system of this kind it iii) the Hti11$ should stop carry, in order nine noint and same speed. ans of fric- 1 co-eiiioient e onse qnentl x *onld be Yeiy seine condiis much a peri which is i9" '01 differnid an be made in prior ones,

1 hairy brake not onl; TTll'l'B ably on :1 heavy the trains are nnlei'stood my I prefer i"; lFflliG in sh -t 1 1th o lililii: tin n in G1 K be operated 1 mleno'cl L voltage are operated by means of T eta, which are con'tnctors nionie i the train in passing 1' arm carried in ooeeol 1 the train passes the Contact n i L n C'l"S11 f me circuit through the 0 1 the conmetors E1 and k by 71 {or solenoids 01 means oi: the

and thus opeiat-ing both these eon'ta close this block section. But the X I i also has connection with the solenoid oi the oontnctoi' K, the function of which solenoid is to open the sectioizi. w d The current to energize solen-oi is, however, not derived directly from the nniiin but must pass through the Wll'Q 1 5, and eontnc A and P of the contnctor ll (Fig. 9). in; connection between KQG COWHCtS is established only when the contactoi' K is in the closed position. Tense the section E cannot open until the next has closed.

7 train will no some and if a second tmin is des- (Fig. 9) as indibtOP length of Contact While s'tzindlng connection he- LLD Ltd

7 i is connected :1 Quit how. the main of the relay ni first train be brought into t the Contact 11111 T wont-actor K by on yioid hi to establish COUlEC- The - howe er, through it) and the fingers o and 10 of the C between which fingers there is second train will 3 in the preceding ction until controller C is returned to its noin'in 01* braking position. is done he ioid of the to he held 1 anen this 1 L131 the seobeen no thin on the blocl: when t e first train "was brought into ion it is obvious that both the conind K 'm'mld hm been operated solenoids, relay E hein de'ner- .re hn d h The contactor K is restored to its open position by energization of its solenoid S by the next train passing the contact rail T It will be obvious that although only one block section is shown, there can be any number upon the line according to its length.

If desired, an indication can be given in the stations as to whether any block section is open or closed by connecting to any part of each section that is normally connected to the current supply but cut 011' from the same when the section is closed, wires that are carried to both stations and connected through incandescent lights to the negative conductor. Thus all the lights will normally be lighted, but will be extinguished when their particular sections are closed.

Such lights are shown at L L and L,, the connecting wires being 17, 18 and 19 respectively. The wires 17 and 18 are shownconnected to the short sections of the field contact conductors 1 I and I, 7 respectively, while the wire 19 is shown connected to the section I I of the armature contact conductor.

To insure in a system of this kind that the increments of voltage impressed upon the motor armature as the car passes off of one section to another shall not cause current flow exceeding the overload capacity of the motor armature it is important to preserve a constant ratio between the several voltages employed so that if one varies, they will all vary as nearly as possible in the same proportion. It is also necessary to avoid the possibility of one source reversing its polarity with reference to the others. These conditions are obtained by the hereinafter described arrangements.

In Fig. 18 two independent motor-generator sets are shown, driven by the motors M and M and taking current from the same source. which may be assumed to be the full voltage supply of the system de* scribed, while the two generators G and Gr supply the low and intermediate voltages respectively. The two generators are shown as self-exciting. Such an arrangement would be unsatisfactory as it does not fulfil the conditions laid down above. For example, a train regenerating on either of the motor generator sets would be likely to speed it up and raise the voltages of the whole main supplied by it relative to the other mains. Furthermore, it would be possible for any one of the generators to reverse its polarity relative to the others.

In Fig. 14- the two generators are shown mechanically driven by one motor. In Fig. 15 a third generator has been added, so as to make the set independent of earths in the original supply, and the fields are excited in series, so that reversing is impossible. In Fig. 16 the arrangement is similar to that would be likely to vary considerably with the load, thus lowering the voltage at all the mains. Furthermore, the voltage on each of the mains would be liable to drop under load through the line resistance. Hence in Fig. 8 differential series turns have been" added to the motor and compound series turns to the generator. This is the preferred arrangement.

In Fig. 17 the three generators are con This permits them all to nected in series. he wound for the same voltage, but does not enable them to be of one type, since under these circumstances the full voltage current would pass through all three generators, the intermediate current through two and the low voltage current through only one. Hence the intermediate voltage generator would be larger than the high voltage generator and the low voltage generator wouldbe of still greater capacity than the other two.

It will be understood that as to various features of my invention it is not necessary that the different voltages be derived from separate sources of current as distinguished from a single source through graduated resistances.

And it will be further understood that various features of my invention are applicable to systems using either direct or alternating current for driving the car motors.

And it will be understood that my invention is not limited to the particular structures herein described for various equiva lents of them are comprehended within the scope of my invent-ion and will occur to those skilled in the art.

lVhat I claim is:

1. In an electric railway system, the combination with a car, of a motor thereon, armature and field contact conductors extending along the path of travel of said car and divided into insulated sections for supplying current to the motor armature and field, respectively, means for supplying current to said contact conductor sections, electro-magnetic switching mechanism remaining in the position to which last actuated controlling connections between said current supplying means and said contact conductor sections, and contact elements placed at intervals along the path of travel and engaged by a car to control said electromagnetic switching mechanism.

2. In an electric railway system, the combination with a car, of a motor thereon, a contact conductor extending along the trackway and divided into insulated sections for supplying current to said motor, sources of current for centre sections w at ely short through a re i wheehy in one re section t one of said sec contactor mi't) of said other portion connecting se :tions to on of said 3. in an electric railw bination with a car, of a motor and armature contact along the path ol travel loirent to the field and armature o said armature conductor being i insulated sectionea sour: Clll'l terent voltages connectei tions. another of Pair i tire-ii short between said last mentioned sections and connected to one of them through a resistance wlm h; the armature of motor in c being rel asource of intermediate voltage.

l. in an automatic electric railway item, the combination with a can 0-; a mom thereon contact conductor exteimmg along the path or travel of said car and divided into sections, a luralit r of conductors supplying current at different voltages extending along the path of travel of Paid car, and automatic switching for connecting different section .7 or said contactconductor to didcreir of said supply conductors the Yoltages impressed upon said sections contact conductor diminishing in the direction of tr; rel of said car, whereliiy when said car on a section subjected to lower i'oltage said n otor operates a' a generator to retardsaid car hy delivering energy through said contact conductor to a supply conductor.

5. In an automatic electric railway sysmechanism tem the comhination with a car, of a motor thereon, a contact conductor extending along the path of travel of said car and divided into sections a plurality of generators of current of differenti'olta s.means mechanically coupling; the rotating elei rents ot i generators, switching mechanism conn different sections of said contact coiid with diii rent of: said fZOlG 1 a, when passii from a sectii; 1 of cont ductor of lower volta iii in: said motor a orator to ergy throng to the corrcs; i remainder of said generators is assistec hy said generator:

6. In an automatic electric railway system, the con'ibi ion with a car. of a r i tor thereon a conta conductor c tending a in the path of travel of said and dim;

' hralring to different of said supply conductors tor simultai eou iy connecting another section of said contact conduct-or in a motor circuit.

an automatic electric railway sysa car, of a motor 7. In tern, the combination wth thereon motor armature and motor field contact conductors extending along the path of travel oi said car, a brake on said car,

and a hralze winding norn all energized from said field contact conductor for holding said brake inoperative.

8. In an automatic electric railwa systenn the comhi ation with a car, of a motor thereon, motor armature and motor field contact conductors extending along the path of travel or sad car, a brake on said car, and a hraire 'winding normally energized from said field contact conductor tor holding said brake inoperative, said field contact conductor haring a dead section for dee'ncrg'izing said brake winding to set said brake 9. in an automatic electric railway systhe combination with a car. of a motor room motor armature ant motor field itact conductors extending along the path or travel of said car, abrake on said car, a brake \"vindingnorma l3; energized from said field contact conductor for holding said hraire inoperative. raid field contact conductor having a dead section for deenergizing said brake winding to set said brake and switching mechanism for said dead section to lift said brake.

10. in an automatic electric railway sys em, the combination with a car, of a motor thereon motor armature and motor field con act conductors extending along the oath of travel of said can a h 'alze on said can ahralre winding normally energized from said field contact conductor for holding said hrake inoperatire. said field contact conductor having a dead section for deenerg'izing means for connecting a section of armature contact conductor to said return conductor tor bringing said motor into a braking circuit, a brake on n car, a brake wind'ng n i i nll'v r N'O l i-n "H a l i i} tn iioiiaaii cori nder lie/ll saic let contact energizing k conductor to hold said brake inoperative, a dead section of said field contact conductor reached by said car when said motor is in a braking circuit, whereby said bralze Winding is deenergized and said brake is set.

12. In an automatic electric railway system, the combination with a car, of a motor thereon, motor armature and motor iield contact conductors extending along the path of travel of said car, a return contact conductor, means for dividing said armature and field contact conductors into sections. means for connecting a section of armature contact conductor to said return conductor for bringing said motor into a braking cir cuit, a brake on aid car, a brake Winding normally energized from said field contact conductor to hold said brake inoperative, a dead section of said field contact conductor reached by said car When said motor is in a braking circuit, whereby said hake ivinding is deenergized and said bralte is set, and means for opening said motor braking circuit and connecting its section of armature contact conductor to a source of voltage and for connectin said dead field conductor sec- ,ion to a source of voltage, whereby said brake is lifted and said motor started.

13. In an automatic electric railway system, the combination with a car, of a motor thereon, motor armature and motor field contact conductors extending along the path of travel of said car, a return contact conductor, means for dividing said armature and held contact conductors into sections, means for connecting a section of armature contact conductor to said return conductor for bringin said motor into a braking circuit, a brake on said car, a brake Winding normally energized from said field contact conductor to hold said brake inoperative, a dead section of said field contact conductor reached by said car when said motor is in a braking circuit. whereby said brake Winding is deenergized and said brake is set, and automatic switching mechanism controll d by another car for opening said motor braking circuit and connecting its section of armature contact conductor to a source of voltage and for connecting said dead field conductor section to source of voltage, whereby said brake is lifted and said motor started.

ll. In an electric railway system, a car, a motor thereon. an armature contact conductor extending along the path of travel of said car and divided into lolocl; sections, means for separately exciting the motor field, means associated with each block section for completing a braking circuit through said car for bringing said car to rest, means for restarting said car, means for automatically putting the block section in the rear in condition for bringing car to rest, a circuit controlling said last named means, and a contact element adjacent the traclnvay controlling said circuit and enf jaged by aid car.

15. In an electric railway system, a car, a motor thereon, an armature contact conductor extending along the path of travel of said car and divided into block sections, means for separately excitin the motor field, means associated with one or"- said block sec tions for bringing a car to rest and for restarting the same, n'ieans for putting the second block section in the rear in condition for restarting the car, a circuit controlling said last named means, and a contact element adjacent the traclnvay of said one of said block sections for controlling said circuit and engaged by said car.

16. In an electric railway system, a car, a motor thereon, an armature contact conductor extending along the path of travel of said car and divider into block sections, means for separately exciting the motor field, means associated ivita each block section for completing a braking circuit through said car for bringing a car to rest and for -r ng the same, means for automatically I the block section in the rear in condition for bringing the car to rest, means for putting the second block section in the rear in condition for restarting the car, a circuit controlling said two last named means, and a contactelementadjacent the track'way for controlling said circuit and engaged by a car.

17. In an electric railway system, a car, a motor thereon, a subdivided armature contact conductor extending along the path of travel of said car for supplying current to the ari'nature of said motor, means for separately eliciting the motor field, a return contact conductor, a contactor, a source of current, said contactor in one position connecting a subdivision of said contact conductor with said source of current and in another position connecting said subdivision of Contact conductor with said return conductor, a circuit controlling' said contactor, and a contact controlling said circuit and engaged by a car.

18. In an electric railway system, acar, a motor thereon. subdivided armature and held contact conductors extending along the path of travel of said car for separately supplying current to the motor armature and field, and automatic switching mechanism controlled by another car for simultaneously isolating a section of armature contact conductor and a section of field contact conductor, said switching mechai'lisn'i in another position reiincrgizing s2 id field and armature sections at full voltage and lOW voltage, respectively.

19. In an electric railway system, a car, a motor thereon, a subdivided contact conductor extending along the path of travel or" said car, a plurality of sources of current r comiectii another section t conductor in a for isolating a said seciier position in rumture and field iugphcd with curoili, said coiiect- 'JHODS of contact lid source of current, and control of said first it when said second ,ii 101' URL 1g position 'rdred thereby.

rsihmy system, the i: a motor thereon, a iductol' exiendirig c1 of said car, a phiirrcn"; of diil'erent Volt- 1g different sections oh sources of current i and a resistance concontact conductor subvoltages.

' We system, a car, a Jided contact coeduci e path of revel of 2' current to said 17105301, e. of current of different iecheiiisin for con ion. connecting;

sources 1 v H i i said sources of impressed upon decrease in no direction of car for or, iecting a e cceed braking circuic or to r of low voltu t one of said of higher voltage, 1' for d sections to one 01 said .1 electric rai W21 stem, a car,

subdivided cont-act conthe pziih of travel of current to said motor,

o autoniut tching mecha- 3 another car for connectiions oi said Contact con- 1 sources of ourimpressed upon Wise in the direction of connecting a succeedor braking circuit or to es of current of low voltage, in to one of said F voltage, or for d sections to one of seid system, czir a contact condi cigh oi trzii'ei or" ed With a secor bringingcircuio or con current of diiierent necting the same with a source or energy, a circuit closed by said controller when in braking position, a contactor controlling another section of said contact conductor controlled by said circuit, a second contactor controlling said circuit, and a car controlled contact controlling said second contactor.

28. In an electric railway system, a car, a motor thereon, a subdivided contact conductor extending along the path of travel of said car, a controller associated with a section of said contact conductor for bringing the same into a motor braking circuit or connecting the same with source of energy, a circuit closed by said controller when in braking position, a contactor controlling another section of said contact conductor controlled by said circuit, a second contactor controlling said circuit, a car controlled contact controlling said second contactor to close said circuit, and a second car controlled contact controlling said second contactor to open said circuit.

29. In an electric railway system, a car, a motor thereon, a subdivided contact conductor extending along the path of travel of aid car, a controller associated with a section of said contact conductor for bringing the same into a motor braking circuit or connecting the same with a source of energy, a circuit closed by said controller when in braking position, a contactor controlling another section of said contact conductor controlled by said circuit, a second contactor controlling said circuit, and a car controlled contact controlling said second contactor to close said circuit, said first named contactor controlling a section of contact conductor for motor braking a car to rest, and a third contactor controlling a section of contact conductor in the rear of said last named section, said last named contactor adapted to be controlled by said circuit.

30. In an electric railway system, a car, a motor thereon, a subdivided contact conductor extending along the path of travel of said car, a controller associated with a section of said contact conductor for bringing the same into a motor braking circuit or connecting the same with a source of energy, a circuit closed by said controller when in braking position, a contactor controlling another section of said contact conductor controlled by said circuit, a second contactor controlling said circuit, a car controlled contact controlling said second contactor to close said circuit, said first named contactor controlling a section of contact conductor for motor braking a car to rest, a third contactor controlling a section of contact conductor in the rear of said last named section, said last named contactor adapted to be controlled by a branch of said circuit, and means for opening said branch of said circuit when a car has been brought to rest by said first named contactor.

31. ln an electric railway system, a car, a motor thereon, a subdivided contact conductor extending along the path of travel of said car, a controller associated with a section of said contact conductor for bringing the same into a motor braking circuit or connecting the same with a source of energy, a circuit closed by said controller when in braking position, a contactor controlling another section of said contact conductor controlled by said circuit, a second contactor controlling said circuit, a car controlled contact controlling said second contactor to close said circuit, said first named contactor controlling a section of contact conductor for motor braking a car to rest, a third contactor controlling a section of contact conductor in the rear of said last named section, said last named contactor adapted to be controlled by said circuit, and a second far controlled contact controlling said second contactor to open said circuit.

32. In an electric railway system, a car, a motor thereon, a contact conductor extending along the path of travel of said car and divided into block sections, a plurality of sources of current of different voltages, automatic means associated with a block section for retarding the car by connecting said motor to a source of lower voltage, for electrodynamically braking said motor, and for restarting said motor by connecting said motor to a source of current of lower voltage, a circuit controlling said automatic means, and a contact controlling said circuit and engaged by a car.

38. In an electric railway system, a car, a motor thereon, a contact conductor extending along the path of travel of said car and divided into block sections, a plurality of sources of current of diflferent voltages, automatic means associated with a block section including means for retarding the car by connecting said motor to a source of lower voltage, means for electro-dynamieally braking said motor, and means for restarting said motor by connecting said motor to a source or" current of lower voltage, a circuit controlling said automatic means, a contact controlling said circuit and controlled by a car, said sources of current consisting of generators, and means for mechanically coupling the rotating elements of said generators.

3i. In an electric railway system, the combination with a car, a motor thereon, a subdivided contact conductor extending along the path of travel of said car, a plurality of dynamo-electric generators having their rotating elements mechanically coupled, automatic means for connecting different sections of said contact conductor to the generator of highestvoltage or to gen- 

